Internal-combustion engine



Jan. 5 1926. 1,568,431

C. J. WEGER INTERNAL COMBUSTION ENGINE Filed April 26, 1924 3 Shees-$heet 1 IN'VENTOR BY a W, r,

ATTORNEY 0 J. WEGER INTERNAL COMBUSTION ENGINE Jan. 5 1926.

Filed [#Iil 26, 1924 5 Sheets-Sheet 2 NVENTOR ATTORNEY Jan. 5 1926.

C. J. 'WEGER INTERNAL COMBUSTION ENGINE 3 Sheets-Sheet 5' Filed April 26, I924 INVENTOR Y E N R O n A Patented Jan. 5, 1926.

UNITED STATES CHARLES J. \VEXrER, OF CLEVELAND, OHIO.

INTERNAL-COMBUSTION ENGINE.

Application filed April 2t;-

To all whom it may concern:

Be it known that I, CHARLES J. \VEGER, a citizen of the United States, residing at the city of Cleveland, county of Cuyahoga, State of Ohio, have invented a new and useful Improvement in Intcrnal-Combustion Engines, of which the following a specification.

"This invention relates to internal combustion engines, and my improvements are directed particularly to 'in engine of the type employing separate. pump andv combustion cylinders. wherein the combustion cylinder operates on the t estroke cycle principle.

Mainly my invention consists in the provi-, sion of means for thoroughly scavenging the combustion cylinder, after every power stroke, with fresh air introduced therein from the pump cylinder, this introduction of fresh air continuing until the exhaust port closes, whereafter, during the initial portion of the compression stroke in the combustion cylinder, the continued delivery of air thereinto carries a predetermined charge of liquid fuel which is appropriately timed and injected intothe pump cylinder for that purpose.

Very high eflieicncy is attained with my improved engine, due in large measure to these causes:

(1) The new charge of gaseous mixture enters a combustion cylinder that has been swept clear of the consumed and partly consumed products of the preceding power stroke.

(2) The mixing of this charge begins in the pump cylinder during a compression stroke therein, the pump piston and cylinder head having complementary opposed conoidal surfaces which prevent the presence of dead spaces.

(3) The mixture of liquid fuel and air is forced through an angled passage into the combustion cylinder, this passage presenting surfaces to be bombarded by the fuel particles, which are thereby smashed and further comminutethand also the streams of fuel particles are caused to intersect each other in the angled passage, which thus constitutes a mixing conduit; heat needed for vaporization being obtained by the transfermation of kinetic energy into heat at impact, also by the absorption of heat from the hot walls.

(4) Further, the angled passage is directfor 1924. Serial No. 709,092.

ed upwardly toward its opening into the combustioncylinder, so that'the scavei'iging air issuing into that cylinder is forced toward the cylinder head, and, aided by continued flow, mushrooms downwardly to force out the burnt gases; also that the stream of mixture in taking the same upward course becomes better commingled by striking against the cylinder head and being angularly reflected therefrom, and by the effect of turbulence, maintained during the continued flow from the angled passage.

Also my invention includes novel means delivering predetermined metered charges of liquid fuel to the pump cylinder, as well as joint means of control for the air and fuel supplies.

The improvements comprised in this application have resulted from my continued experiments since the date of m original application, Serial No. 833,882, led April 23, 1914; which matured into Patent No. 1,206,741, dated Nov. 28, 1916. f

Other features and advantages of my invention will hereinafter appear.

In the drawings:

Figure 1 is a side sectional elevation of my improved engine, being a single unit thereof including pump cylinder and combustion cylinder.

Fig. 2 is a front elevation thereof.

Fig. 3 is an enlarged, sectional, partial view in elevation, of the fuel delivering means. i

Fig. 4 is a sectional detail View showing the adjustable fuel metering means.

Fig. 5 is a partial side elevation, looking in the direction of the arrow in Fig. 2, and

Fig. 6 is a diagram of the crank shaft, showing the angular relation of the cranks for the pump piston and sleeve valve to the power piston, also showing the cam shaft and the relative angularity of the cam for operating the fuel delivery pump.

In the engine unit presented'by way of example in the drawings accompanying this application, let 1 indicate an air pump cylinder and 2 a combustion cylinder. These cylinders are placed side by side and are provided respectively with the pistons 3 and 4, the piston 3 serving the pump cylinder and the piston 4. serving the'combustion cylinder. Arogl 5 connects the piston 3 with the crank shaft 6 and similarly a rod 7 connects piston 4 with the same crank shaft.

However, the crank settings of rods and have different engulerity, for reasons which will appear hereinafter.

The pump cylinder has greater volumetric capacity than the combustion cylinder, because it is required to supply air to the latter for scavenging purposes during the some stroke in which it subsequently charges said combustion cylinder with fuel and air mirture.

An angled transfer passage 8 extends through the well of cylinder 2 and through a web 9 which connects the cylinders 1 and 2. This passage, also an air intake passage 10 through the wall and head of cylinder 1, are cont-rolled by a sleeve valve 11 that is reciprocable within cylinder 1 and is oper ated by the crank shaft through a connecting rod 12. The valve 11 has a port 1-3 to co-act with passage 8, and a port 1&- to co-act with passage 10. The head portion 15 of cylinder 1 has an annular clearance 16 extending above the upper interior end 17 of said cylindciyto accommodate the sleeve 11 in its reciprocatory movement; the cylinder head proper, which contains a continuation of transfer passage 8, lying in a lower plane than the head 18 of cylinder 2. One reason for this arrangement is that thereby the transfer passage may have its opening into the combustion cylinder at a point about midway the extent of its piston stroke, to thereby serve certain important functions, as will presently appear.

The continuation 17 of transfer passage 8 through cylinder head 1'? communicates with the interior of cylinder 1 through a port 19 located centrally of head 17. It will be noted that the interior surface of head 17 is convert, or of conoidel form, end that the opposed surface of piston 3 is of complementary contour. This conformationfecilitates the mixing of fuel and air in the cylinder as the piston is rising, by centering the mass toward the port 19, and eliminating dead spaces such as would be present if the piston and head surfaces were fiat. it is necessary that the piston 3 should have only a. slight clearance from tl head 17 when at the top of its stroke in order that nearly the entire charge may be transferred into the combustion cylinder.

The combustion cylinder is provided with an exhaust port 20 located at 2. point in its well where it is controlled. by piston 4, near the end of its power stroke. An opening 21, through the wall of cylinder 1, is provided for the pee-sa e of a charge of liquid fuel, which is to he injected therein by suitable pressure means, and a slot 22 in the sleeve 11 is adopted to register with opening Ql-during that portion of the sleeve movement which occurs while port 13' uncovers the transfer passage 8.

The diegrzun, 8, shows the creek mo est bnstion cylinder piston.

Therefore, in the operation of my improved engine the pump piston begins its .down stroke while the combustion cylinder piston is performing" its compression stroke, (Fig. 1) said down stroke oi. the pump piston starting from the top dead centre of its crank, while the 5 core valve is moving upwardly through the major speed sweep of its crank, in which motion the sleeve port 1d quickly and fully enters into registry with intake passage 10, and maintains said passage entirely uncovered, with the sleeve crank then pass-ire over its dead centre, while the pump pi 'on performs its down stroke, so that his flow of 'nir into the pump cylinder may be unrestricted throughout the intake stroke.

It should be noted that the sleeve port 13 remains out of registry with transfer passage 8 all during the pump piston downstroke, so that the transfer passage in held closed; also that piston in the same period has completed its compression stroke, and has performed the major portion of its expansion or power stroke,

Fig. 1 shows the relative positions of the pistons and sleeve valve when the combustion cylinder piston has fully uncovered the exhaust port 90, at which time the pump piston is performing its upstroke, thereby forcing air through the transfer passage, which has been opened by the concurrent downward movement of the sleeve valve, thereby bring .ing port 13 into registry with said transfer passage.

Consequently air flOIll the pump cylinder enters the combustion cylinder just as the latter has become exhausted to atmosphere, the cool, fresh air continuing to how into said combustion cylinder, for heat exchange and scavenging purposes until the piston has completely closed the exhaust port in the the combustion cylinder initial portion of up-stroke. The transfer passage has remained full open during: this operation, becauseits crank has been pissing over the lower deed centre, and only begflins tociose as the piston begins its compression stroke. But, just at this point in the operation, with the exhaust port entirely closed, the transfer passage still; fully open, and the pump piston about 5U from the top of its stroke, a measured quota of liquid fuel is injected through opening 21, into the pump cylinder, to blend with the air therein and be forced therewith into the combustien cylinder during the remainder of the pump piston upstroke.

will now be appreciated that the complementary c noidal surfaces of the piston and cylinder head, the head surface having in cylinder 24, the piston rod 27 operating the port 19, establish an ideal contracting through a bushing 23 provided in the lower space for initially mixing the fuel and air, portion of cylinder 2t and having a head whose stream is first forced against the roof 27 with which a cam 29, carried by a :am

5 of passage 17? in port '19, and thence deshaft 30, co'acts. The piston 26' is held norfieeted to traverse said passage. It is my orally in and is returned to its lowermost purpose that the stream of mixture shall be position by means of a spring 31 that bears caused to have sharp impact against a numdownwardly upon head 27. Power is suitber of surfaces in its course toward the comably communicated from the crank shaft to bustion cylinder, so that the heavier fuel rotate the cam shaft 30, the operating means particles may become pulverized, to be more here shown being a chain 32 connecting finely divided. Therefore, the passage 8 is sprockets 33, 34 respectively upon the crank given substantially the form shown in Fig. shaft and cam shaft. Fuel is delivered to l, with the bend 8 from the horizontal to cylinder 24 as from a tank 35, entering by the vertical, and the lower bend 8" into the means of a pipe 36, through a two-way pasupwardly inclined delivery portion 8. sage 37, that opens into cylinder both The upper surface of bend 8 enhances the above and below piston 26. When the piston mixing effect that occurs in the passage, beis in its lower position (see Fig. 3) fuel cause fuel particles bombarding the nearer enters only above the piston, filling the cylpoints in the curved surface will, as deflected inder space 38, but as the piston rises, to 35 downwardly, intersect other particles whose force fuel upwardly through pipe 39, for surface impaction is delayed by the longer delivery into the pump cylinder 1, it thereby path they have to take in reaching the more uncovers the lower portion of the two-way distant segment of the arc. The same conpassage 37, allowing liquid'fuel to be drawn dition is true with respect to the curved therein by suction from the increasing vol-' surface in bend 8*, and thus highly efiicient ume and by the gravity head of the fuel. fuel comminution and fuel and air mixing As piston 26 descends, the fuel drawn into is provided in the angled passage 8. I very. the lower chamber is forced back into paslargely attribute the success of my motor to sage 37, against the gravity head in feed so the fine subdivision of the fuel and its very pipe 36, until the piston has uncovered the thorough admixture with the air as the diupper opening of passage 37, thus exposing rect result of the peculiar, angled formation the fuel who acted on by the depression in of the transfer passage. Attention is also cylinder 24. The ,quantity of liquid fuel directed to the fact that passage 8 is of which can be injected into the pump cylin- 55 relatively small cross-sectional area, to thereder 1 is controlled by means of an adjustable by accord a high flow rate therethrough, needle valve 10, (Fig. 4) provided therefor as a contributing factor. Further, it is to be in. a boss 4-2 that is suitably secured to the noted that the delivery portion 8 of passage wall of cylinder 1, said boss, "at its inner 8 is inclined upwardly, toward one side of portion, being recessed to receive a threaded the cylinder head 18. The stream of gaseous plug 43that is pierced with a fuel delivery mixture is thereby caused to take a path orifice 44. upwardly toward the cylinder head, there The boss 42 is recessed at its outer porby avoidingthe tendency of the stream-tale tion to receive a hollow, interiori-y threaded ing a short out toward the exhaust port member 4th, having a head portion s6 by during that portion of the piston stroke which it may bemanipulated,said head por- 119 which is performed while the exhaust port tion engaging, anarm 47 that bifurcated is open; also, by filling the cylinder head at its free end -18, (Fig. .3) to receive a pin first. the effect, with the increase in volume, 49 carried by a control bar 50. The boss 42 i is to force downwardly, in advance, any ,isinteriorly threaded in its outer recess, and 50 remaining products of combustion. the member -15 provided with an exterior The passage 8 is shut off from the pumpscrew thread to engage therewith, so that cylinder as piston 23 completes its upstroke as the member 4-5 is turned in eithu' direcand sleeve 11 rises to remove port 13 from tion it will thereby regulate. the extent of registry with said passage. This occurs the clearance between the needle valve and 55 when piston 4 has moved through rather its seat, to thus meter the quantity of liquid more than half its compression stroke, the fuel injected during an upward stroke of mixture remaining in a turbulent state while plunger .26.

the compression is being completed. The capacity of fuel pumpchamber 38 is hiring of the compressed charge is etf'ect i in excess of the fuel charge requirement for do in the usual manner by spark plug 23. a single injection, and therefore by-pass For fuel injection purposesl provide a means are provided to return the unused pump having a cylinder 24; which extends tpiantity of liquid fuel to the fuelsupply from a housing 24, supported as by a. brackline 51.. These. means nclude an orifice :32,

et 25 that is secured to the crank case. leading from pump chamiiier 88, through the a.

(See Fig. 3.) A pistcn 2G is reciprocable wall of cylinder ilsand -umunicatingwith' s valve chamber 58, which contains a hall Volvo shirt normally closes the orifice izndcr the pressure of a. spring A 56 connects valve chamber with fuel supply pipe 51. The strength of spring; is predercriixincrl to permit the fuel injection to occur oi: given pressure, said spring however yicl no when rho; giicn pressure is exceeds 1, i-l'ierehy causing varfie open tho o assing of unusecl fuel. 7 The stem of ncecllc valve 40 is threat} ccl into the member all and has o knurled head 58 for manual orljustmens in setting tho valve, the adjustment being secured by look not The control bar 50, which may have a sniiable OIJGIlEiLlIlQ" connection, it (ill, also has a pin 63. engage the bifurcated end of lever 62 w ich operates the throttle valve 63. Hence, the sir supply and. the fuel supply may be proporoioiiolly controlled in a single operation, I

The tlirottlevalvs is shown as located in an air supply pipe 64 which connects with :1 funnel shaped device 65 that communicates with the iniziice port 66, aligned with passage 10, for file delivery of air to she pump cylinder 1 ihrough sleeve port 1%.

Vsriiitions within the spirit and scope of my invention are equally comprehended by the foregoing disclosure.

f claim:

1. The new method of creating :1 power stroke for on internal combustion cylinder, which consists in expanding to atmosphere the burnt gases of a previous power stroke, than delivering to said, cylinder part of a pressure charge of air, to scavenge it, hen stifling liquid fuel to the I'EmEiIKlGI' said air charge, While continuing delivery ihcre- ,of to the cylinder 11s a new explosion charge,

41ml subjecting: the air and fuel "(0 mixing COHClllJiOBS during delivery.

' 2. on inferno. combustion engine including separate pump and combustion cylinclers arranged side by side, i-lic conihinzition of connecting means for sairl cylinders provided with an angled communicating pas ige, a slirlzihle vii-Ive \viihin said pump cylinder to concrol said passage and means for passing fresh sir and fuel mliiillri in succession through said passage.

3. in on internal combustion engine including separate pump and combustion cvlinciers nrriingcii side by side, said pm 1 cylinder having greater volumetric (opacity ihen soi combos-(ion cylinder, in combination, coniuu'ting means for said cylindersprovirlccl wiili on singrlcii comniuniciu'ting' passage, ziir inirilrs means for said pump ijvvhnrler. exhaust means for said combustion and control means for soul poscylinder, Sago ope ci 10 to permit the transfer of scorging iur iroin the pump cylinder to the combustion cylinder while the cxhzznstinciins' A g cparate pump inclers soicl combustion soicl opoi' of scavenging r to the conibusliion heusi: means remain i firings,

xii; L A. exhaust means,

pump c linol .r, s

air may i ion flow ihr v agar; into 'i'he combusinin cyhnoler: 5. in on conilc-nstion-onginc 1nclurlingz sepzir 9 mp and combustion cyl inrlers arranger? sire by side, soirl pump cylinder hai'ing volumetric capacity than snid comiiuse'ion c, index, the comhinolion of connecting inc rs for said cylinders provided with n connuu iczitizig passage,

passage lia singvzonlal portion, 21 continuing: porlion which orig-loci rehirivm ly &0 said horizontal. poi-Zion, snci a delivery poriiion which is ainglcrl relatively to said continuing portion, '.1l(i delivery portion being clirectccl inicriori z of the combustion cylin r iowiirci its hen cl, whcrehy soiol psssag-re serves successively for the transfer to the combustion cylinder of scavenging air, and as mixing conduit for the transfer of liquicl fuel and air thereto.

6. lo internal combustion engine illb chuiing separate pump and combustion cylinders wronged side by side, said pump cylinder having greater volumetric cspzacity hum soid combustion cylinder, the combination connecting midis for cylin ilers provided with a connnnnicaling pas sage, said passage extending horizontolly through rhc hood of the pump cylinder and oponing into snicl cylinder through a centrally disposed port, said passage having s continuing port-ion which is angled relai'ively to said horizontal portion, and a do livery pori-ion which is angled relatively to said continuing; portion, said delivery por lion being directed ini'eriorly of the coinouslion cylinder toward. its head, whereby snirl passage serves successively for the transfer to the combustion cylinder of 350)? said pump in internal combustion engine inram ' ehuling port therepf, and

nation of connecting means for said cylinders provided with a communicating passage, said passage serving as a combined transfer and raising conduit, and present-- ing a succession of angled portions each bounded by tairved surfaces opposed to the stream of fuel mixture for bombardment thereby, to create intersecting paths for fuel particles in said stream.

8. In an internal combustion engine including separate pump and combustion cylinders arranged side by side, said pump cylinder having greater volumetric capacity than said combustion cylinder and having an air intake port, said combustion cylinder having an exhaust port, in con'ibination, conneeting means for said cylinders provided with a transfer passage. a ported sleeve valve within said pump cylinder to control the air intake and transfer, pistons respectively in said cylinders, the piston for the con'ibustion cylinder controlling the exhaust a crank shaft, connections between sa d crank shaft, pistons and sleeve valve, the. crank settings of the connections being so related that air is admitted to the pump cylinder at the beginning of the pum p piston down stroke, while the combustion c linder piston is performing its compression stroke, the air intake closing substantially as the pump piston begins its up stroke, the combustion cylinder piston openmg the exhaust port' during the up stroke of the pump piston, and the transfer pas-J sage being opened by the fore the exl'iaust is closed.

9. In an internal combustion engine instu arate pump and combustion cyliinders arranged side by side, said pump cylinder having greater volumetric capacity than said combustion cylinder and having an air intake port, and liquid fuel injection means, said combustion cylinder having an exhaust port, in combination, connecting means for said cylinders provided with a transfer passage, a ported sleeve valve with in said pump cylinder to control the air intake and transfer, pistons respectively in said cylinders, the piston for the combustion cylinder controlling the exhaust port thereof, and a crank shaft, connections between said crank shaft, pistons and sleeve valve, the crank settings ofthe connections being so related that air is admitted to the pump cylinder at the beginning of the pump piston down stroke, while the combustion cylinder piston is performing its compression stroke, the air intake closing substantially as the pump piston begins its up stroke, the combustion cylinder piston opening the exhaust port during the up stroke of the pump piston, the transfer passage being opened by the sleeve valve before the exhaust is closed, and means for actuating the fuel injecting means as the combustion cylsleeve valve beindcr piston closes the exhaus port, whereaftcr a mixture of air and fuel is transferred to thccombustion cylinder during the compression stroke of its piston. I

It). In an internal combustion engine including, separate pump and combustion cvlinders arranged side by side, the combination of connecting means for said cylinders provided with a transfer passage, and control means therefor whereby fresh air and fuel mixture are successively delivered to the combustion cylinder, said passage having a delivery portion which is directed toward the head of the combustion cylinder.

11. In an internal combustion engine including separate air-pump and combustion cylinde the combination of connecting means for said cylinders provided with a transfer and mixing conduit, control means therefor whereby fresh air and fuel mixture are successively delivered to the combustion cylinder, and means for injecting liquid fuel into-said pump cylinder, said conduit being angled and presenting a she cession of curved surfaces opposed to the stream of fuel and air, for bombardment thereby, and to direct fuel particles into intersecting paths for admixture.

12. In an internal combustion engine including separate air-pump and combustion cylinders, said pump cylinder having greater volumetric capacity than said combustion cylinder, the combination of delayed fuel injecting means for said pump cylinder, connecting means for said cylinders provided with a transfer and mixing conduit, control meansthere'for adapted fol the admission first of scavenging air alone into the combustion cylinder, and then for continued admission with the added fuel to provide a coml'iustion charge.

l3.'.-In an internal combustion engine in-, cluding separate air pump and combustion cylinders, pistons respectively for said cylindcrs, said pump cylinder having greater volumetric capacity than said combustion cylinder, the combination of delayed fuel injection means for said pump cylinder.

connecting means for said cylinders pro-- vided witlra transfer and mixing conduit, and control means therefor adapted for the admission first (if-scavenging air alone into the combustion cylinder, and then for continued admission with the added fuel to provide a combustible charge, all during a single stroke of the combustion cylinder piston.

14. In an internal combustion engine including separate air-pump and combustion cylinders arranged side by side and pistons respectively therefor, the pump piston having a conical surface, in combination, means for injecting liquid fuel into said pump,

cvlinder, connecting means for said cylinders provided with a transfer conduit, the

some cyiinder heed her ing conicul inner surface and e passage adapted to co-ees with said transfer conduit, and control means for said conduit, whereby fresh sir and fuei mixi'ure are successively deiivered to the combustion cylinder, ithe conicity s5 the pump-piston end cylinder-heed, sure feces co-cc'ting to direct she charge toward the opening for the pcsscge in the pump cylinder heed. I

15. An internal combustion. engine including 9.- pump cylinder having a piscon, said cylinder having 21 deiirery port. dis- ;eosed cenrlreliy in its heed, the inner suriece of she cylinder head end the opposed surface of the piston having compicmentery conoidei form, to centre the. charge-toward suid pore.

16. In an internal combustion engine in eluding separate pump and combustion cylinders srrcnged side by side, she combinet-ion of connecting means for said cyij, ders provided with. e transfer passage f on trol means therefor, said pump cyiinder having an air intake pessege through its heed, control means therefor, end constricbed means for delivering air to said intake passa e.

17. In an miernsl combustion on -inc including separate air-pump and corn usision cylinders provided with transfer means, the combination oi u liquid fuel pump, means of communication between said fuel pump and ainpump cylinder, actuating means for said fuel ,pump, end means for metering the liquid iuci charges injected by said fuel pump.

18. In an internal combustion engine including separate sir-pump and combustion cylinders provided with ircnsfer means, the combination of separate air supply ,ineeire passage, and

said cylinder through means and liquid fuel supply means for said sir-pump cylinder, respective control means for said air end fuel sup lies, and common meens for actuating Silld controls. i 1% An internal combustion engine having s cylinder provided with an indirect means for successively and fuel mixture to said passage.

20. An internal combustion engine having s cylinder provided with an indirect inseke pessuge, and menus for successively delivering fresh air and fuel mixture to said cylinder through said passage, said passage presenting an impaction surface opposed to iiuid flow.

21. An internal combustion engine having s cylinder and a piston therein, said cylinder provided with a passage opening ihereinto nearly midway of the piston delivering fresh air stroke, and means for successively delivering fresh air and fuel mixture through said passage. J 22. In an internal combustion engine in cluding separate pump and combustwn cylind'ers arranged side by side, the combine- Lion of connecting means for said cylinders provided with s connecting passage, 51 valve to control said passe e, and means for passing fresh air and uel mixture in succession throuqh seid passage. I

23. In uninternel combustion en ine ineluding separate pump and combustion cylndcrs arranged side by side, the combinetion of connecting means for said cylinders provided with an angled connecting passage, svelve to contrclscid passage and means for passing fresh air and fuel mixture in succession through said Passage. Executed the 21st day of April, 1924.

CHARLES J. WEGER. 

